Aircraft and fire suppression methods

Abstract

Various configurations of gyroscopically stabilized aircraft are provided. The aircraft includes a jet turbine and / or electric motor coupled to a gyroscopic stabilization assembly via a shaft assembly. In a preferred embodiment, the gyroscopic stabilization assembly includes a gyroscopic fan with alternating, pivoting fan blades to provide controlled, stable flight. The aircraft is preferably configured for vertical takeoff and landing (VTOL) for various applications, such as exhaust firefighting.

Description

[Technical field]

[0001] The present invention relates to an aerial vehicle, and more particularly, in a preferred form, the present invention relates to an aerial vehicle having a gyroscopic fan with pivoting fan blades. [Background technology]

[0002] Any reference to prior art methods, apparatus, or documents should not be taken as constituting any evidence or admission that they form or form part of the common general knowledge. Since the invention of flight, many different forms of aircraft have been developed, for example helicopters, airplanes, etc. There are many different factors and forces involved in achieving stable, controllable flight, and different types of aircraft have different flight characteristics with various advantages and disadvantages.

[0003] For example, fixed-wing aircraft can be configured to fly long distances relatively quickly, but cannot fly slow or hover, and require long runways for horizontal takeoff and landing. Helicopters, on the other hand, can take off and land vertically and can hover, but are limited in size, and in the speed and distance they can travel. These characteristics make fixed-wing aircraft well suited for the long-distance transportation of relatively large loads, while helicopters are well suited for the short-distance transportation of relatively small loads, and for emergency rescue operations, where the ability to fly slow and hover is particularly advantageous. It would be desirable to provide aircraft with different, preferably wider, characteristics, combining advantages and / or minimizing disadvantages.

[0004] One of the uses of aircraft is firefighting. Uncontrollable fires pose a serious problem today, with large fires ravaging forests, communities, industrial and commercial areas, potentially resulting in loss of forests, homes, other property, animals and even human lives. Efforts to contain the fires are not always successful. Controlling and preventing the spread of the fires is often difficult.

[0005] There are many known methods and techniques for controlling and preventing the spread of fire. Such methods include the traditional use of firefighters and equipment, including techniques such as dropping large amounts of water or extinguishing agents on a fire from aircraft, setting up firebreaks across the direction of fire advance, spraying water or extinguishing agents on the fire by firefighters on the ground, and burning areas near a fire in a controlled manner to effectively remove wood or other combustible material from the approaching fire.

[0006] The use of water or other extinguishing agents alone has been found to be ineffective against large fires. There is an assumption that once the fire intensity exceeds a certain threshold, the use of water or other extinguishing agents will be largely ineffective because the water or extinguishing agent will evaporate or dissociate before reaching the center of the fire. In view of these issues, it is also desirable to provide alternative methods for suppressing fires, especially large fires. Summary of the Invention [Problem to be solved by the invention]

[0007] The object of the present invention is to provide an aircraft capable of solving the above-mentioned problems. [Means for solving the problem]

[0008] According to one aspect of the present invention, there is provided an aircraft, comprising: Aerodynamic body, a jet turbine or electric motor coupled to the streamlined body by an aircraft frame to provide thrust for the aircraft, the jet turbine or electric motor having a fuel source, an engine air intake for drawing in air, and an exhaust for discharging a combusted air-fuel mixture; a shaft assembly configured to be driven by a jet turbine; a gyroscope stabilization assembly including at least one gyroscope member coupled to the jet turbine by a shaft assembly; An aircraft is provided, wherein at least one gyroscopic member is rotationally driven by the jet turbine and configured to gyroscopically stabilize the aircraft during flight.

[0009] In one embodiment, the gyroscopic member is a gyroscopic fan including a plurality of fan blades. The gyroscopic fan preferably includes a plurality of pivoting fan blades. Preferably, the gyroscopic fan includes a plurality of alternating pivoting fan blades. The orientation of one or more of the fan blades for the fan is preferably variable such that the pitch of the one or more blades can be changed. The one or more fan blades are pivotally coupled to a shaft such that the pitch of the one or more blades can be changed. In one embodiment, the gyroscopic member may include a gyroscopic disk.

[0010] A plurality of fan blades may be arranged around a central hub. The central hub is preferably coupled to the shaft. The fan blades may be curved. The gyroscopic fan is preferably arranged within the streamlined body. The radially distal ends of the fan blades are preferably received within openings in the streamlined body. Preferably, the opening is a circular opening in a fuselage of the streamlined body.

[0011] In one embodiment, the shaft assembly is coupled to an aircraft frame. The shaft assembly may further include a controller for controlling the gyroscopic stabilization assembly. The controller may control the gyroscopic stabilization assembly via the gearbox such that angular momentum from the gyroscopic stabilization assembly is significantly greater than the moment of inertia of the aircraft such that the aircraft is substantially gyroscopically stabilized during flight. The aircraft is preferably configured to enable vertical takeoff and landing (VTOL).

[0012] In one embodiment, the aircraft further includes a cockpit module. The cockpit module may include a cabin. The cockpit module is preferably coupled to the aircraft frame. The cockpit module is preferably movably coupled to the aircraft frame. The cabin of the cockpit module is preferably coupled to the aircraft frame by a gimbal. The cockpit module may include a counterbalance arrangement to stabilize the cockpit against movements of the aircraft frame and / or jet turbine exhaust.

[0013] In one embodiment, the cockpit module is pivotally mounted to the aircraft frame. The cabin of the cockpit module may be pivotally mounted to the gimbal ring for rotation about at least a first axis. The gimbal ring may be pivotally mounted to the aircraft frame for rotation about a second axis.

[0014] In one embodiment, the cockpit module is releasably coupled to the aircraft frame such that it is removable. The releasable coupling allows the aircraft to optionally mount the cockpit module for crew assisted and / or autonomous flight, or to remove the cockpit module for remote and / or autonomous flight. The releasable coupling may include an ejector assembly. The cockpit module may be in the form of a self-contained pod.

[0015] In one embodiment, the body of the aircraft includes a fuselage. The fuselage may include a plurality of control surfaces. The control surfaces are preferably movably attached to the fuselage for controlling flight of the aircraft. The plurality of control surfaces are operable to control flight of the aircraft about a pitch axis perpendicular to a longitudinal axis of the aircraft and a yaw axis perpendicular to both the longitudinal axis and the pitch axis of the aircraft.

[0016] In one embodiment, the jet turbine, the shaft, and the gyroscopic stabilization assembly are arranged longitudinally. The jet turbine, the shaft, and the gyroscopic stabilization assembly may be arranged to rotate about a longitudinal axis of the aircraft.

[0017] In one embodiment, the jet turbine and the gyroscopic stabilization assembly are disposed transversely to one another. The jet turbine and the gyroscopic stabilization assembly may be disposed such that their respective axes of rotation are perpendicular (or at least substantially perpendicular). The one or more gyroscopic fans may be disposed in a plane perpendicular to the longitudinal axis of the jet turbine.

[0018] In one embodiment, parallel gyroscopic fans may be provided. A first fan may be located above the fuselage and a second fan may be located below the fuselage. The axis of the first fan and the axis of the second fan are preferably aligned. The shaft assembly may comprise a longitudinal shaft, preferably coupled to the jet turbine, and a lateral shaft, preferably coupled to the one or more gyroscopic fans.

[0019] In one embodiment, the airflow directing assembly comprises an exhaust nozzle adapted to be pointed in a particular direction. In such an embodiment, the exhaust nozzle can be pointed to suppress a fire.

[0020] In one embodiment, the aircraft further comprises a support structure disposed beneath the fuselage to support the jet turbine and enable directional movement of the jet turbine, in such an embodiment, the directional movement enables the airflow directing assembly to direct a portion of the entrained air in a desired direction, such as for suppressing a fire.

[0021] In one embodiment, the body may be annular. In such an embodiment, the fuselage may be in the form of a torus or "doughnut" shape. A plurality of jet turbines may be mounted on the sides of the fuselage, preferably for propulsion and / or lift. The plurality of jet turbines mounted on the sides of the fuselage may preferably be rotatable to enable vertical take-off and landing (VTOL) capability. One or more gyroscopically stabilized jets may be mounted inside the fuselage. At least one gyroscopic fan is preferably located in the center of the body. A cockpit module may be located within the body.

[0022] In another aspect, the present invention provides a method of suppressing a fire, the method comprising: moving an aircraft having a jet turbine coupled to an aircraft frame of the aircraft to a location near the fire, the jet turbine providing thrust to the aircraft, the jet turbine having a fuel source, an engine air intake for drawing in ambient air, an exhaust through which a combusted air-fuel mixture is exhausted at high velocity, and a shaft assembly adapted to be driven by the jet turbine; operating a gyroscopic stabilization device coupled to the jet turbine by a shaft assembly to gyroscopically stabilize the aircraft during flight; and controlling an airflow directing assembly to operate the jet turbine to draw in air and direct the combusted air-fuel mixture out of the exhaust in a desired direction for suppressing the fire.

[0023] Preferred features, embodiments, and variations of the present invention can be discerned from the following detailed description, which provides sufficient information for those skilled in the art to practice the present invention. The detailed description should not be construed in any way as limiting the scope of the foregoing Summary of the Invention. In the detailed description, reference is made to several drawings, such as: [Brief description of the drawings]

[0024] [Figure 1] FIG. 2 is a side view of a gimbaled cockpit module for an aircraft showing the gimbal rings outboard of the gimbal pivots in accordance with an embodiment of the present invention. [Diagram 2] FIG. 2 is a side view of the gimbaled cockpit module shown in FIG. 1, showing the gimbal ring inside the gimbal pivot. [Diagram 3] FIG. 1 is a top view of an aircraft 100 according to one embodiment of the present invention. [Figure 4] 2 is a top view of an aircraft 200 with a cockpit module 105 installed, according to another embodiment of the present invention. [Diagram 5] FIG. 2 is a side view of an aircraft 200 with a cockpit module in a first position (takeoff or landing). [Figure 6] FIG. 2 is a side view of an aircraft 200 with a cockpit module in a second position (in flight). [Figure 7] FIG. 3 is a top view of an aircraft 300 according to a further embodiment. [Figure 8] FIG. 3 is a side view of an aircraft 300 with the cockpit module shown in a non-rotated position. [Figure 9] FIG. 3 is a side view of an aircraft 300 with the cockpit module shown in an upwardly rotated position. [Figure 10] FIG. 3 is a side view of the aircraft 300 showing cross section XZ. [Figure 11] 10 is a cross-sectional view of aircraft 300 taken along plane X (shown in FIG. 10). [Figure 12] 10 is a cross-sectional view of aircraft 300 taken along plane Y (shown in FIG. 10 ). [Figure 13] 10 is a cross-sectional view of aircraft 300 along plane Z (shown in FIG. 10 ). [Figure 14] FIG. 3 is a front view of aircraft 300. [Figure 15] FIG. 3 is a top view of aircraft 300. [Figure 16] FIG. 3 is a rear view of the aircraft 300. [Figure 17]FIG. 15 is a front view of an aircraft 300 with wing flaps in a different position than shown in FIG. 14. [Figure 18] FIG. 1 is a perspective view of multiple aircraft 100 engaged in firefighting activities without a cockpit module. [Figure 19] FIG. 1 is a perspective view of two coupled aircraft 100 engaged in firefighting operations, without the cockpit module. [Figure 20] FIG. 4 is a perspective view of an aircraft 400 according to a further embodiment. [Figure 21] FIG. 21 is a top view of the aircraft 400 shown in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0025] Figures 3, 18 and 19 show a first embodiment of an aircraft 100 configured to be gyroscopically stabilized in a manner described in more detail below. Figures 1 and 2 show a releasably attachable cockpit module 105 shown to be attached to an aircraft such as aircraft 100 to form aircraft 200, as shown in Figures 4-6. As best shown in Figures 5 and 6, aircraft 200 comprises a ducted fuselage 210 including an opening in which a jet turbine 250 is disposed to provide a propulsion mechanism. Suitable engines that can be used to generate the exhaust include pulse jet engines, turbojet engines, turbojet engines with afterburners, axial turbojets, gas turbine propulsion engines, rocket engines, turbofan aircraft engines, low bypass turbofans, high bypass turbofans, turboprops, ramjets, turboshaft engines, underwater jet engines, shock wave triple engine jet trucks, and the like. A combination of different types of engines can also be used.

[0026] The jet turbine 250, located in an opening in the fuselage 210, preferably functions similarly to other jet turbines, whereby air is drawn in by the turbine and a compressor increases the pressure of the air. The compressor is made of many blades attached to a shaft assembly 260. The blades rotate at high speeds, compressing or squeezing the air. Fuel is then blown into the compressed air, igniting the mixture with an electric spark. The combustion gases expand and eject from an exhaust nozzle 255 at the rear of the engine. As the jet of gases is fired backwards, the engine and aircraft 200 are thrust in the opposite direction (upwards with respect to FIG. 5). As the hot air heads towards the nozzle 255, it passes through another set of blades, called a turbine. The turbine may be attached to the same shaft assembly 260 as the compressor, and rotating the turbine rotates the compressor.

[0027] In this embodiment, the fuselage 210 of the aircraft 200 is shown attached to the aircraft frame 245 and has a particular shape that is generally symmetrical about an axis. However, the shape of the fuselage 210 should not be considered limiting, and the shape of the fuselage 210 may vary in other embodiments. The jet turbine 250 drives a shaft assembly 260 that is also coupled to a gyroscopic stabilization assembly that includes the gyroscopic fan 240. The gyroscopic fan helps stabilize the aircraft 200 during flight.

[0028] The blades of the gyroscopic fan 240 are arranged around a central hub coupled to a shaft assembly 260. The blades of the gyroscopic fan 240 are alternating pivoting fan blades that change the angle of the fan blades as needed to provide the necessary stabilization to the aircraft 200. In a preferred embodiment, the longitudinal axis of the fuselage 210 extends longitudinally through a duct opening along the shaft assembly 260, which also drives the blades of the gyroscopic fan 240. The gyroscopic fan 240 includes a number of blade members, which are preferably variable pitch blades, such that the pitch of the blades can be changed by pivoting the blade members. As the blade members are variable pitch, i.e., each blade member can pivot about its longitudinal axis (its pitch axis) to adapt the orientation of its leading edge to the engine speed. Thus, the orientation of the blade members (also called the pitch setting) constitutes one of the parameters to facilitate managing the thrust of the jet turbine 250.

[0029] A controller is also provided for controlling the gyroscopic stabilization via the gearbox such that the angular momentum provided by the gyroscopic stabilization (particularly the fan blades of the gyroscopic fan 240) is significantly greater than the moment of inertia of the aircraft 200 such that the aircraft 200 is substantially gyroscopically stabilized during flight.

[0030] The provision of gyroscopic stabilization in combination with the jet turbine 250 provides a vertical take-off and landing (VTOL) aircraft 100, 200 (and aircraft 300, 400 described below). By providing an aircraft with VTOL capabilities, the aircraft 100, 200, 300, 400 may be used in a variety of situations including, for example, firefighting, particularly where access to or delivery of firefighting media to an area would otherwise prove difficult, impossible or dangerous.

[0031] The gyroscopic stabilization system is preferably configured to provide sufficient angular momentum with sufficient mass angular velocity such that the aircraft 100, 200, 300, 400 is gyroscopically stabilized during various phases of flight. In one embodiment, the fuselage may be fixedly attached to the jet turbine. In another embodiment, the jet turbine may be pivotally attached to the fuselage, particularly if the jet turbine exhaust nozzle needs to be aimed toward a fire front, etc.

[0032] In a preferred embodiment, the fuselage 110 is adapted to allow the aircraft 100, 200, 300, 400 to land and take off in a vertical take-off and landing (VTOL) profile. In particular, an undercarriage assembly including landing gear in the form of landing struts allows the aircraft to take off from a surface with the plane of the fan blades of the gyroscopic fan substantially parallel to the plane of the ground, and allows it to land in a similar manner. In a preferred embodiment, the fuselage may be pivotally or movably fixed to the aircraft frame, allowing relative movement between the fuselage and the aircraft frame.

[0033] The aircraft 100, 200 may also include annular wing flaps 115, 215 that may be attached to the outer sides of the fuselage. The annular wing flaps 115, 215 may also provide additional flight surfaces to facilitate horizontal flight of the aircraft 100, 200 (as shown in Figures 3-6). Also, in a horizontal flight configuration, the plane of the gyroscopic stabilizer is substantially perpendicular to the plane of the ground, as shown in Figure 6. However, from the following description, those skilled in the art will appreciate that the provision of flight surfaces and annular wing flaps 115, 215 may be optional.

[0034] As previously described, the aircraft 100, 200 includes a gyroscopic stabilization system that gyroscopically stabilizes the aircraft 100, 200 throughout the flight envelope. The use of gyroscopes results in a more stable aircraft and stable flight characteristics, which is very important for flexible and versatile flight characteristics for various applications, such as fire suppression. Each blade member of the gyroscopic fan 240 is attached to a rotating propeller shaft, which is coupled to a shaft assembly 260. This allows sufficient angular momentum to be generated so that the aircraft is gyroscopically stabilized when an external or internal moment is applied to the aircraft, such that the resulting force of the moment is converted into gyroscopic precession. Larger aircraft with larger motor sizes and improved performance require larger gyroscopic stabilizing members and / or gyroscopic stabilizing members that rotate at higher angular velocities to gyroscopically stabilize the aircraft. Similarly, smaller and lighter aircraft require smaller and lighter gyroscopic stabilizing members.

[0035] The aircraft 200 may also include a cockpit module 105 that is preferably coupled to the frame of the aircraft 200 via a removable coupler 220. The cockpit module 105 includes a counterbalance device for balancing the cockpit module 105 against the movement of the fuselage 210 and / or the exhaust of the jet turbine 250. In the embodiments described herein, the cockpit module 105 may include a gimbal-like mechanism that allows the cabin 106 of the cockpit module 105 and its occupants to be positioned in a substantially upright position during all periods of flight, including both vertical takeoff and landing (as shown in FIG. 5 ) and horizontal flight (as shown in FIG. 6 ) of the aircraft 200. The cockpit module 105 may include navigation and flight controls for controlling the aircraft 200 and may also address several safety requirements.

[0036] In a preferred embodiment, the cabin 106 of the cockpit module 105 is pivotally mounted to the gimbal ring 125 at mounting points 135 to rotate about a first axis. As shown most clearly in FIG. 2, the gimbal ring 125 is attached to the aircraft frame 145 at mounting points 130 to allow rotation about a second axis, thereby causing the cabin 106 of the cockpit module 105 to roll or pitch, thereby applying a counterbalancing force to the cockpit module 105. In FIG. 5, the cockpit module 105 is shown in a first upright position when the aircraft 200 is in a takeoff or landing position. In FIG. 6, the cockpit module 105 is shown in a level flight position, and it can be seen that the cabin 106 of the cockpit module 105 is in an upright position even though the cockpit module 105 itself is rotating.

[0037] In a preferred, but by no means required, embodiment of the fire suppression of the present invention, the exhaust may be obtained from one or more jet turbines or jet engines. As used herein, the term "jet turbine" refers to a turbine that accelerates and expels a jet of fast moving fluid, e.g., gas such as exhaust gas, to generate propulsion or thrust for an aircraft. In a typical jet engine, air from an intake is directed to a rotating compressor where it increases in pressure and temperature. The compressed air is introduced into a combustion chamber where it is combined with fuel and the mixture is ignited. Combustion increases the temperature of the gases, which expand through a turbine. In the turbine, a portion of the temperature increase is converted to rotational energy that can be used to drive the compressor. The combustion gas mixture (generally devoid of oxygen) exits through an exhaust induction assembly that includes an exhaust nozzle 255.

[0038] Preferably, the turbine is a gas turbine, which functions like a windmill to extract energy from the hot gases exiting the combustor. Suitable types of turbines that can be utilized include transonic turbines, counter-rotating turbines, statorless turbines, ceramic turbines, shrouded and shroudless turbines, and others known in the art. Microturbines can also be used in at least some embodiments.

[0039] The exhaust nozzle 255 may be of the convergent-divergent type, divergent type, fluid type, variable-flow type, e.g., ejector nozzle, iris nozzle, or other suitable type. In general, jet turbine exhausts and exhaust nozzles such as nozzle 255 are characterized by their temperature, chemical composition, velocity, delivery volume, delivery rate, pressure, and other parameters such as noise, air quality, etc. The exhaust from a jet engine can reach temperatures of several hundred degrees, requiring air-cooled protection of the piping and exhaust nozzle.

[0040] The exhaust from such aircraft is believed to be particularly well suited for use in suppressing fires using the exhaust generated by one or more engines, preferably jet engines. More specifically, the invention relates to using the exhaust to suppress fires, such as forest, residential, commercial or industrial fires on the ground. As with fires, it is also possible to suppress or extinguish explosions.

[0041] The exhaust gas from a jet turbine, in terms of its chemical composition, generally consists of combustion products (e.g., carbon dioxide (CO2), carbon monoxide (CO) and water (HO)), unburned gases (e.g., nitrogen gas (N2), oxygen (O2), unburned hydrocarbons (UHC), and soot (C), oxides of nitrogen (NO X ) and / or sulfur oxides (SO X), among other components. Compared to the atmosphere at sea level, which contains nearly 21% oxygen (O2) and about 0.03% carbon dioxide (CO2) by volume, jet engine exhaust gases are low in oxygen and high in carbon dioxide. For example, the pressurized exhaust from the complete combustion of a hydrocarbon fuel in an efficiently operated turbine engine consists of about 72% carbon dioxide gas by volume and about 27.6% steam by volume. As a result, the chemical composition of the exhaust gases plays an important role when the aircraft 100, 200 is utilized to control or extinguish a fire by directing the exhaust nozzle 255 at the fire. The ratio of air to fuel can be manipulated by the use of a throttling mechanism, dilution with inert gases, or other means, which further reduces the oxygen concentration in the exhaust and improves the fire-fighting capabilities of the aircraft 100, 200.

[0042] As explained above, the use of a jet turbine directs a jet of gases away from the aircraft 100, 200 at very high speeds. During firefighting operations, if there is a significant distance between the jet turbine 150 and the fire front, or between the leading edge of the fire and the jet turbine 150, the jet turbine must be able to generate exhaust pressures high enough to blow a significant amount of the exhaust gas mixture onto the fire from such distances. As an example, the Pratt & Whitney JT8-JT30 series turbines can provide enough thrust to fly the aircraft 100 and also can exhaust gases at a sufficient velocity to extinguish the fire. Practical considerations may be necessary, such as not running the jet turbine at 100%, particularly during firefighting operations, to control the temperature of the exhaust gases. It should also be noted that other turbines that are adequate for the job under the current conditions may provide a different range of exhaust pressures to provide the desired fire suppression capabilities.

[0043] Advantageously, the turbine 250 may be mounted on a support that not only supports the turbine 250 but also allows the turbine 250 to move in multiple directions. In at least some embodiments, the support can rotate the turbine 360 ​​degrees. A steering assembly is coupled to the support and may be controlled by the aircraft operator to control the orientation of the jet turbine 250 to direct exhaust gases in a desired direction for fire suppression.

[0044] As shown in Figure 18, multiple such aircraft 100 may be used to perform firefighting operations. As shown in Figure 19, two (or more) such aircraft 100 may be coupled in tandem by providing attachment ports so that multiple such aircraft 100 may be coupled together.

[0045] 7-17 show another embodiment of the aircraft 300. The aircraft 300 is also adapted to be gyroscopically stabilized by a stabilizing device including a gyroscopic fan 335 with variable pitch blades. The gyroscopic fan 335 is disposed in a plane perpendicular to the longitudinal axis of the jet turbine 340. The gyroscopic fan 335 is coupled to the jet turbine 340 by a shaft assembly 350 that transfers power from the jet turbine 340 to the gyroscopic fan 335. The gyroscopic fan 335 may be coupled to the jet turbine 340 by one or more other methods, and a shaft as shown may not be required in some embodiments. In a preferred embodiment, the shaft assembly 350 may include one or more gear mechanisms for controlling the operation of the gyroscopic fan 335. In other embodiments, the gyroscopic fan 335 may be coupled to the jet turbine 340 by electronic or other mechanical configurations.

[0046] The aircraft 300 is also adapted to be gyroscopically stabilized in the manner described above. The aircraft 300 also includes a ducted fuselage 345 including an opening in which a jet turbine 340 is disposed to provide propulsion. The aircraft 300 includes a wing flap 325 adapted to pivot about a pivot point 315. The aircraft 300 also includes an articulated front wing 320 adapted to pivot about a pivot point 365.

[0047] The aircraft 300 also includes a pivoting cockpit module 310 (providing an egg-shaped "pod" enclosure) adapted to pivot along two different axes. Specifically, the cockpit module 310 is adapted to pivot about a pivot point 330A to allow the cockpit module 310 to pivot along a first axis (roll). The cockpit module 310 is also adapted to pivot about a pivot point 330B to allow the cockpit module 310 to pivot about a second axis (pitch). Providing the cockpit module 310 allows the aircraft 300 to be operated by a pilot or the like during flight.

[0048] The aircraft 300 may also be associated with the use of exhaust generated from the jet turbine 340 for fire suppression. The jet turbine 340 provides thrust to the aircraft 300. In use, an air intake on the engine draws in ambient air and the combusted air-fuel mixture is discharged from the exhaust 360 and exits through the exhaust 360 at high velocity. An airflow directing assembly including an exhaust nozzle may be used to direct the combusted air-fuel mixture from the exhaust 360 in a desired direction for fire suppression.

[0049] 20 and 21 show a further embodiment of the aircraft 400 in which the body is annular with a torus (or "doughnut") shaped fuselage 445. A plurality of jet turbines 440 are mounted on the sides of the torus fuselage 445 primarily for propulsion and / or lift purposes. The plurality of jet turbines 440 mounted on the sides of the torus fuselage 445 may be rotatable at least 90 degrees to enable vertical take-off and landing (VTOL) capability. A gyroscopically stabilized jet 450 may be mounted inside the torus fuselage 445. A gyroscopic fan 435 is located in the center of the torus fuselage 445. A cockpit module 415 may be located inside the torus fuselage 445 to enable accommodation of crew and / or passengers. The torus fuselage 445 may also be loaded with cargo.

[0050] Advantageously, the present invention provides a versatile aerial vehicle (100, 200, 300, 400) having many useful and versatile flight characteristics, including, for example, an aircraft with VTOL capabilities and gyroscopically stabilized flight during takeoff and landing. As previously identified, one particular application of interest is firefighting. However, such an aircraft may also be used for transportation and rescue operations. Additionally, embodiments of the aircraft may be used to land on other planets, provided they have a suitable atmosphere. The use of gyroscopic disks instead of gyroscopic fans may also ensure stabilization of spacecraft and / or satellites in atmosphereless outer space.

[0051] In accordance with the statute, the invention has been described in terms more or less specific indicating structural or methodological features. The term "comprises" and variations thereof, such as "comprises" and "includes," do not exclude additional features, but are used throughout in an inclusive sense.

[0052] The invention is not limited to the specific features shown and described, since the implementations described herein are preferred forms for carrying out the invention. The invention is therefore claimed in any of its forms or modifications within the proper scope of the appended claims as appropriately interpreted by those skilled in the art.

Claims

1. 1. An aircraft, A streamlined body and one or more jet turbines, electric motors, engines, or combinations of these power plants coupled to an aircraft frame, a fuselage or a cabin of said streamlined body for providing thrust and power to the aircraft and for suppressing fires; the one or more jet turbines, electric motors, engines, or combinations of these power devices are configured to rotate 360 ​​degrees; a central hub drive assembly, a radially distal fan blade assembly, or a combination thereof, comprising fan blades, the central hub drive assembly, the radially distal fan blade assembly, or a combination thereof being configured to be driven by the one or more jet turbines, electric motors, engines, or a combination of these power plants to enable pivoting of the fan blades and rotation of the gyroscopically stabilized assembly; one or more fan blades of the gyroscopic stabilization assemblies are variable and configured to provide pitch reversal to change thrust direction, and one or more of the gyroscopic stabilization assemblies include at least one gyroscopic member powered by the one or more jet turbines, electric motors, engines, or combinations of these power devices to gyroscopically stabilize the aircraft in flight; at least one mounted cabin module, cockpit module, pivotally mounted cabin module, pivotally mounted cockpit module, or combination thereof, is mounted to the aircraft frame or fuselage; the aircraft having a plurality of control surfaces for controlling the aircraft during flight; the cabin module is removable from the aircraft frame or the fuselage, the cockpit module is removable from the aircraft frame, the fuselage or the cabin, and the cockpit is inside the aircraft frame, the fuselage and the cabin; the pivotally mounted cabin module or the pivotally mounted cockpit module are configured to be mounted to a pivotally mounted articulated wing to provide pitch to the aircraft and roll to the cabin and cockpit modules; the cabin or cockpit module is gimbaled to allow 360 degree rotation in any direction to provide stable flight characteristics; the shape of the aircraft frame, fuselage, cabin, or cockpit is torus-shaped; the one or more jet turbines, electric motors, engines, or combinations of these power plants are mounted to an interior or exterior surface, or both, of the aircraft frame, fuselage, or cabin; one or more of the aircraft are configured to be installed on one or more separately provided aircraft; the aircraft is configured to take off and land on a liquid-based surface or a solid-based surface; the aircraft is adapted to direct thrust from said one or more jet turbines, electric motors, engines, or combinations of these power plants during hovering, takeoff, landing, and firefighting activities, said one or more jet turbines, electric motors, engines, or combinations of these power plants being oriented perpendicular or near perpendicular to the horizon to provide thrust to the aircraft and direct the thrust in a desired direction for suppressing the fire; The airflow directing assembly provides thrust in a desired direction for aircraft maneuverability and fire suppression; the central hub drive assembly, the radial distal fan blade assembly, or a combination thereof, is powered by the one or more jet turbines, electric motors, engines, or a combination of these power devices, and further includes a controller for controlling the gyroscope stabilization assembly and the one or more jet turbines, electric motors, engines, or a combination of these power devices via a gearbox; the cabin or the cockpit module, or both the cabin and the cockpit module, are pivotally coupled to the aircraft frame or the fuselage, or are attached to the aircraft frame or the fuselage, or to both the aircraft frame and the fuselage, by a counterbalancing arrangement comprising a gimbal; the aircraft is configured to horizontally direct thrust from the one or more jet turbines, electric motors, engines, or combination of these power plants during flight, the one or more jet turbines, electric motors, engines, or combination of these power plants being oriented horizontally or near horizontally relative to the horizon, thereby providing thrust to the aircraft to facilitate forward movement in a desired direction; The aircraft can be docked with other aircraft using attachment ports. The wing flaps are configured to enhance horizontal flight characteristics by providing lift, pitch, roll and yaw during forward flight; The cabin or cockpit module is fixedly coupled to the aircraft frame or fuselage or is attached by a pivoting or gimbaled counterbalance arrangement.

2. 2. The aircraft of claim 1, wherein the gyroscopically stabilized assembly is a gyroscopic fan arrangement including a plurality of alternating pivoting fan blades and having the central hub drive assembly or a radially distal fan blade assembly.

3. 2. The aircraft of claim 1, wherein an orientation of one or more of the fan blades is variable such that the pitch of the one or more fan blades can be varied.

4. one or more fan blades of the gyroscope-stabilized assembly are pivotally coupled to the central hub drive assembly or a radially distal fan blade assembly such that the pitch of the one or more fan blades can be varied to provide pitch reversal to change the thrust direction of the gyroscope-stabilized assembly; the gyroscopic fan device is powered via the central hub drive assembly or the radially distal fan blade assembly by the one or more jet turbines, electric motors, engines, or alternative power devices including electronic or mechanical configurations; 3. The aircraft of claim 2, wherein the gyroscopic fan may alternatively be powered at a radially distal end of the radially distal fan blade assembly by the one or more jet turbines, electric motors, mechanical mechanisms, or electrical mechanisms.

5. The aircraft of claim 1, further comprising a controller for controlling the gyroscopic stabilization assemblies via a gearbox, the central hub drive assembly or radially distal fan blade assemblies powered by the one or more jet turbines, electric motors, engines, or combinations of these power plants, such that angular momentum from one or more of the gyroscopic stabilization assemblies is significantly greater than the moment of inertia of the aircraft, thereby substantially gyroscopically stabilized in flight.

6. 2. The aircraft of claim 1, wherein the cabin or cockpit module is pivotally coupled to the aircraft frame or fuselage or is attached by a counterbalancing arrangement comprising a gimbal.

7. 2. The aircraft of claim 1, wherein the cabin or cockpit module comprises a counterbalance arrangement comprising gimbals for stabilizing the cabin or cockpit module in flight by countering the movement of the aircraft frame or fuselage, or the high velocity air as thrust, or the rotation of the one or more jet turbines, electric motors, engines, or combinations of these power plants, and allowing the cabin or cockpit module to rotate 360 ​​degrees in any direction relative to the aircraft or horizon.

8. 2. The aircraft of claim 1, wherein the cabin or cockpit module is pivotally or movably mounted to the aircraft frame or to the fuselage, or to both the aircraft frame and the fuselage, thereby providing the cabin or cockpit module with the ability to rotate about the aircraft frame or to the fuselage.

9. 2. The aircraft of claim 1, wherein the cabin or cockpit module is releasably coupled to the aircraft frame or fuselage so as to be removable.

10. 10. The aircraft of claim 9, wherein the releasable coupling enables the aircraft to attach the cabin or cockpit module, or pivotally mounted cabin or cockpit module, or gimbaled cabin or cockpit module, or combinations of these modules for crew and pilot assisted flight, or to remove the cabin or cockpit module, or pivotally mounted cabin or cockpit module, or gimbaled cabin or cockpit module, for remote or autonomous flight.

11. The aircraft described in claim 9, wherein the cabin or cockpit module is releasably coupled to the aircraft frame or fuselage and includes an ejector assembly, and the cabin and cockpit modules are in the form of self-contained pods.

12. 2. The aircraft of claim 1, wherein the one or more jet turbines, electric motors, engines, or combinations of these power plants, the central hub drive assembly, the radial distal fan blade assembly, or combinations of these assemblies, and the cabin or cockpit module are arranged to rotate about a longitudinal axis of an aircraft frame or fuselage.

13. An aircraft as claimed in any preceding claim, wherein the jet turbine and gyroscopic stabilisation assembly are arranged laterally to each other.

14. 2. The aircraft of claim 1, wherein one or more of the gyroscopic stabilization assemblies are disposed in a vertical plane that is transverse to the cabin or cockpit module and the one or more jet turbines, electric motors, engines, or combinations of these power plants.

15. 2. The aircraft of claim 1, wherein the aircraft frame, fuselage, cabin or cockpit module is annular, having a torus shaped airframe, fuselage, cabin or cockpit module, the one or more jet turbines, electric motors, engines or combinations of these power plants are mounted or pivotally mounted inside, outside or both inside and outside of the aircraft frame, fuselage or cabin to provide power and thrust for the aircraft, and configured with a cabin or cockpit module removably and pivotally mounted to the aircraft frame or fuselage, and a fixed, pivoting or gimbal mounted cockpit or combination of cockpits configured to be located inside the aircraft frame, fuselage or cabin.

16. An aircraft as claimed in claim 2, comprising: an aircraft having an annular streamlined body with a torus-shaped fuselage, fuselage, cabin or cockpit; one or more jet turbines, electric motors, engines, or combinations of these power plants mounted to the sides or pivotally mounted to the fuselage, aircraft frame, or cabin, or one or more jet turbines, electric motors, engines, or combinations of these power plants mounted at mounting points, providing thrust to the aircraft, and operable in a vertical or near vertical orientation to provide high velocity air as thrust for the aircraft and to suppress a fire; one or more gyroscopic stabilization assemblies including one or more gyroscopic members powered by the one or more jet turbines, electric motors, engines, or combinations of these power devices; the one or more gyroscopically stabilised assemblies are configured with a radially distal end of a pivotally mounted radially distal fan blade assembly or a central hub drive assembly mounted thereto to provide fan blade pitch reversal and speed to the one or more gyroscopically stabilised assemblies; at least the one or more gyroscopic members are rotationally driven and / or powered by the one or more jet turbines, electric motors, engines, or combinations of these power devices and are configured to gyroscopically stabilize the aircraft in flight and provide high velocity air as thrust to the aircraft for fire suppression; the aircraft is configured to have a cabin, a cockpit module, or both modules attached to the aircraft frame or fuselage, or a cabin, a cockpit module, or both modules movably coupled to the aircraft frame or fuselage in a pivoting or gimbal arrangement; The aircraft has a number of control surfaces for controlling the aircraft during flight.

17. 2. The aircraft of claim 1, wherein the cabin or cockpit module is pivotally mounted to the aircraft frame such that it rotates 360 degrees relative to the aircraft frame, fuselage, or horizon.

18. 1. A method of suppressing a fire, comprising:

2. The method of claim 1, wherein one or more jet turbines, electric motors, engines, or combinations of these power plants are coupled to or attached to an aircraft frame, fuselage, or cabin and moved to a location proximate to a fire, the one or more jet turbines, electric motors, engines, or combinations of these power plants provide power and thrust to the aircraft, the one or more jet turbines, electric motors, engines, or combinations of these power plants and the one or more fan assemblies draw in ambient air and provide high velocity air as thrust to the aircraft during hovering and extinguishing the fire for suppression, a central hub drive assembly, a radially distal fan blade assembly, or combinations of these, provide fan blade pitch reversals and speeds, and are configured to be driven or powered by the one or more jet turbines, electric motors, engines, or combinations of these power plants and operate as a gyroscopic stabilization assembly to gyroscopically stabilize the aircraft during flight, the gyroscopic stabilization assembly also providing thrust to the aircraft for suppression of the fire; and controlling an airflow directing assembly to operate the one or more jet turbines, electric motors, engines, or combinations of these power devices in a vertical or near vertical orientation to draw in ambient air and direct high velocity air as thrust from the airflow directing assembly in a desired direction for suppressing a fire; the aircraft is configured with a pivotally mounted or gimbaled cabin or cockpit module, or a combination of such cabin and cockpit modules, mounted for crew assisted flight or cargo, or movably coupled to the aircraft frame or fuselage for autonomous flight; The method, wherein the aircraft has a number of control surfaces for controlling the aircraft during flight.

19. 1. A method of suppressing a fire, comprising:

17. The step of moving an aircraft according to claim 16, comprising an annular streamlined body having a fuselage, fuselage, cabin or cockpit that is torus shaped, the annular streamlined body having a removably attached cabin or cockpit module for crew assisted flight, a removably gimbaled cabin or cockpit module, or a removably and pivotally attached cabin or cockpit module, or being movably coupled to or detached from an aircraft frame or fuselage for autonomous flight, and the one or more pivotally attached jet turbines, electric motors, engines, or a power plant combination coupled to an interior or exterior side, or both, of an aircraft frame, fuselage, cabin, or cockpit, wherein one or more of the gyroscopically stabilized assemblies provide pitch reversal for the fan blades, are coupled to and powered by the one or more jet turbines, electric motors, engines, or power plant combinations, and are operable both horizontally and vertically or near vertically relative to the horizon, providing thrust and power to the aircraft for fire suppression; maneuvering the aircraft to a location proximate to a fire, wherein the combination of the gyroscopically stabilized assembly and the one or more jet turbines, electric motors, engines, or power plants provides high velocity air as thrust to suppress the fire; and operating the one or more jet turbines, electric motors, engines, or combinations of these power devices so that the one or more jet turbines, electric motors, engines, or combinations of these power devices operate in a vertical or near vertical direction to draw in ambient air and control an airflow directing assembly to direct the high velocity air in a desired direction as thrust to suppress the fire.

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